EP1625993B1 - Lenkungssteuerungsgerät - Google Patents

Lenkungssteuerungsgerät Download PDF

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Publication number
EP1625993B1
EP1625993B1 EP04728672A EP04728672A EP1625993B1 EP 1625993 B1 EP1625993 B1 EP 1625993B1 EP 04728672 A EP04728672 A EP 04728672A EP 04728672 A EP04728672 A EP 04728672A EP 1625993 B1 EP1625993 B1 EP 1625993B1
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EP
European Patent Office
Prior art keywords
steering
reaction torque
wheel
target
angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP04728672A
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English (en)
French (fr)
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EP1625993A1 (de
EP1625993A4 (de
Inventor
Masaya Mitsubishi Denki Kabushiki Kaisha ENDO
Masahiko Mitsubishi Denki KK KURISHIGE
Toshihide Mitsubishi Denki KK SATAKE
Noriyuki Mitsubishi Denki Kabushiki Kaisha INOUE
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Publication date
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Publication of EP1625993A1 publication Critical patent/EP1625993A1/de
Publication of EP1625993A4 publication Critical patent/EP1625993A4/de
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Publication of EP1625993B1 publication Critical patent/EP1625993B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/006—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels using a measured or estimated road friction coefficient
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed

Definitions

  • the present invention relates to a steering control apparatus in which the hysteresis width and slope of a target steering reaction torque are adjusted to improve a steering feeling.
  • a steering reaction torque is determined by the following.
  • steering reaction torque K ⁇ tire reaction torque + correction value
  • the correction value is set from a vehicle speed and a steering angle.
  • a steering reaction torque is determined by the following.
  • a steering feeling comparable to that of a vehicle equipped with a conventional power steering apparatus is realized.
  • steering reaction torque The 1 + f o - 1 ⁇ SAT
  • a steering reaction torque with a hysteresis is generated by a turning increase/turning back judgment means and a previously set relational expression between a steering wheel angle and a steering reaction torque.
  • EP-A-1,291,262 which is considered to be the closest prior art, discloses an Electric power steering control device, specifically an electric power steering control device which comprises: a vehicle speed detector, a steering torque detector, a steering shaft reaction torque meter, a motor speed detector, a motor acceleration detector, a steering torque detector for calculating a base target current, a damping compensator for finding a gain of a damping torque based on a steering shaft reaction torque to calculate a damping compensation amount based on the damping torque gain and motor speed, an inertia compensator for finding a gain of an inertia compensation torque based on the steering shaft reaction torque to calculate an inertia compensation amount based on the inertia compensation torque gain and motor acceleration, and an adder for compensating a base target current by a damping compensation amount and an inertia compensation amount to calculate a target current.
  • EP-A-1,243,496 discloses an apparatus for a steering system with a steering element and method for generation of a steering moment for a steering element.
  • the system has a steering element, at least one tire, an adder forming a summation signal from a restoring component influenced by a restoring factor, a steering rate component influenced by a steering rate factor and a steering direction component influenced by a steering direction factor and a device for determining the coefficient of friction between the tire and road.
  • the coefficient of friction is taken into account individually in the restoring factor and/or steering rate factor and/or steering direction factor.
  • DE-100,52,559-A1 discloses a steer-by-wire system for an automobile that has a steering motor for steered wheels controlled in dependence on detected steering wheel rotation and resistance force of steered wheels.
  • the steer-by-wire system has no mechanical connection between the steering wheel and the steered vehicle wheels, with an electric motor providing a steering resistance for the rotation of the steering wheel and a steering motor controlling the steering movement of the wheels.
  • the steering motor is controlled by the detected rotation of the steering wheel and by the wheel resistance force provided by a torque sensor or from the steering motor current.
  • US-B1-6,219,604 discloses a steer-by-wire steering system for motorized vehicles, specifically a steer-by-wire steering system comprised of an electronically regulated steering positioner mounted to the steering gear of the front axle or to both front wheels of a vehicle together with an electronic steering regulator and a feedback actuator.
  • a sensor senses the driver's selected direction from the steering wheel.
  • Road feedback can be relayed to the driver through a feedback actuator via the steering wheel. The loss of road feel caused by the absence of the steering column, which normally strongly influences the driver's directional wish, is recreated by the feedback actuator.
  • the present invention provides a steering control apparatus in accordance with independent claim 1. Preferred embodiments of the invention are reflected in the dependent claims.
  • the claimed invention can be better understood in view of the embodiments of a steering control apparatus described hereinafter.
  • the described embodiments describe preferred embodiments of the invention.
  • the attentive reader will note, however, that some aspects of the described embodiments extend beyond the scope of the claims.
  • the described embodiments indeed extend beyond the scope of the claims, the described embodiments are to be considered supplementary background information and do not constitute definitions of the invention per se . This also holds for the subsequent "Brief Description of the Drawings" as well as the "Best Mode for Carrying Out the Invention.”
  • the present invention has been made to solve problems as described above, and has an object to provide a steering control apparatus in which a hysteresis width and a slope of a target steering reaction torque are respectively adjusted, so that a target steering reaction torque to improve a steering feeling can be easily obtained, and a suitable steering reaction torque can be obtained even if road surface friction is changed.
  • a steering control apparatus of the invention includes target steering reaction torque generation means for generating a target steering reaction torque as a target value of a steering reaction torque applied to a steering wheel, and performs a control so that the steering reaction torque is coincident with the target steering reaction torque,
  • the target steering reaction torque generation means includes steering shaft reaction torque estimation means for estimating a steering shaft reaction torque, and reference reaction torque estimation means for estimating a reference reaction torque, and uses the steering shaft reaction torque estimated by the steering shaft reaction torque estimation means and the reference reaction torque estimated by the reference reaction torque estimation means to set the target steering reaction torque, in which the steering shaft reaction torque and the reference reaction torque are weighted and are used for setting of the target steering reaction torque.
  • the behaviour of a vehicle at the time of running can be transmitted to the driver, and a natural steering feeling can be obtained, and further, since the hysteresis width and the slope of the target steering reaction torque can be respectively adjusted, the suitable target steering reaction torque to improve the steering feeling can be easily set.
  • Fig. 1 is a view showing an outline of a structure of a steering control apparatus according to embodiment 1 of this invention.
  • Fig. 1 shows a so-called steer-by-wire system steering control apparatus in which a steering mechanism 16 by which a driver operates a steering wheel 1 is not mechanically coupled to a wheel turning mechanism 17 for turning a wheel 15.
  • the steering mechanism 16 includes steering wheel angle detection means 3 for detecting a steering angle of the steering wheel 1 through a steering wheel shaft 2, steering reaction torque detection means 4 for detecting a steering reaction torque applied to the steering wheel, and a reaction torque motor 5 for arbitrarily controlling this steering reaction torque.
  • the wheel turning mechanism 17 includes wheel steering angle detection means 11 for detecting an angle corresponding to a wheel steering angle of the steered wheel, and a steering angle motor 8 for arbitrarily controlling the wheel steering angle.
  • a rotation angle of a steering shaft 10 controlled by the steering angle motor 8 is converted into the wheel steering angle of the wheel 15 through a pinion gear 12, a rack 13, and a knuckle arm 14.
  • a control device 7 includes steering shaft reaction torque estimation means for estimating a steering shaft reaction torque as the sum of a steering shaft converted value of a reaction force acting on the wheel at the time of turning the wheel and a steering shaft converted value of a friction torque acting on the wheel turning mechanism, and reference road reaction torque estimation means for estimating a reference road reaction torque as the steering shaft converted value of the reaction torque acting on the wheel at the time of turning the wheel, and further includes target steering reaction torque generation means for generating a target value of a steering reaction torque to be applied to the steering wheel from the estimated steering shaft reaction torque and the reference road reaction torque, steering reaction torque control means for setting a target current value for driving the reaction torque motor so that the target steering reaction torque is coincident with the steering reaction torque detected by the steering reaction torque detection means 4 , target wheel steering angle generation means for generating a target wheel steering angle of the steered wheel, and wheel steering angle control means for setting a target current value for driving the steering angle motor so that the target wheel steering angle is coincident with the output of the wheel steering angle detection means 11.
  • a drive circuit 6 controls a drive current so that the target current set by the reaction torque control means is applied to the reaction torque motor.
  • a drive circuit 9 controls a drive current so that the target current set by the wheel steering angle control means is applied to the steering angle motor.
  • Fig. 2 is a flowchart showing the target steering reaction torque generation means of the steering control apparatus according to embodiment 1 of this invention.
  • Fig. 3 is a view showing a relation between the steering shaft reaction torque Tste of the steering control apparatus according to embodiment 1 of this invention and the reference road reaction torque Troad.
  • the horizontal axis indicates the steering angle
  • the vertical axis indicates the torque
  • Fig. 4 is a view showing an example of a weighting factor W of the steering control apparatus according to embodiment 1 of this invention.
  • the horizontal axis indicates the absolute value of the reference road reaction torque
  • the vertical axis indicates the weighting factor
  • Fig. 5 is a view showing an example of a reaction torque gain K1 of the steering control apparatus according to embodiment 1 of this invention.
  • the horizontal axis indicates the absolute value of the reference road reaction torque
  • the vertical axis indicates the reaction torque gain
  • Fig. 6 is a view showing the steering shaft reaction torque of the steering control apparatus according to embodiment 1 of this invention and the target steering reaction torque.
  • the horizontal axis indicates the steering angle
  • the vertical axis indicates the torque
  • Fig. 7 is a view showing an example of a map of a weighting factor P of the steering control apparatus according to embodiment 1 of this invention.
  • the horizontal axis indicates the steering angular velocity
  • the vertical axis indicates the weighting factor P.
  • Fig. 8 is a view showing a difference in the steering angular velocity, according to filter processing, of the steering control apparatus according to embodiment 1 of this invention.
  • the horizontal axis indicates the time
  • the vertical axis indicates the absolute value of the steering angular velocity
  • step S1 of Fig. 2 the steering shaft reaction torque estimation means of step S1 of Fig. 2 will be described.
  • the steering shaft reaction torque is the sum of the steering shaft converted value (reference road reaction torque Troad) of road surface reaction torque acting on the wheel at the time of turning the wheel and the steering shaft converted value Tfric of friction torque acting on the wheel turning mechanism 17.
  • Troad reference road reaction torque
  • Tfric steering shaft converted value
  • the wheel turning mechanism 17 of Fig. 1 corresponds to a case where a wheel is turned by only the output of an assist motor in a general electric power steering apparatus.
  • a steering angle motor current is Ima
  • a steering angle motor torque constant is Kma
  • inertia of the steering angle motor is Jma
  • a steering angle motor gear ratio (gear ratio from the steering angle motor 8 to the steering shaft 10)
  • steering shaft angular acceleration is d2 ⁇ /dt2
  • Tste mechanically, a relation of expression 1 is established.
  • Tste Gma ⁇ Kma ⁇ Ima - Gma 2 ⁇ Jma ⁇ d 2 ⁇ ⁇ / d ⁇ t 2
  • the steering shaft angular acceleration d 2 ⁇ /dt 2 is obtained by doubly differentiating the output value of the wheel steering angle detection means 11.
  • the steering shaft reaction torque at the early steering time can be estimated with high accuracy.
  • the road surface reaction torque Tste can be estimated by expression 2.
  • Tste Gma ⁇ Kma ⁇ Ima
  • the noise is removed by a low-pass filter having such a cut-off frequency that a delay does not become a problem.
  • the reference road reaction torque Troad is the reaction torque acting on the wheel at the time of turning the wheel, and here, it is made the reaction torque subjected to steering shaft conversion.
  • the sum of the reference road reaction torque Troad and the friction torque Tfric acting on the wheel turning mechanism 17 corresponds to the steering shaft reaction torque. That is, as shown in Fig. 3 , the reference road reaction torque is the reaction torque passing through the center of a hysteresis width in the steering shaft reaction torque.
  • the reference road reaction torque estimation means a filter processing method used in JP-A-2001-122146 is used. That is, the reference road reaction torque is estimated by causing the estimated steering shaft reaction torque to pass through the low-pass filter.
  • the cut-off frequency of the low-pass filter is 0.05 to 1 Hz, it may be changed according to the steering speed and the vehicle speed.
  • the target steering reaction torque is set from the steering shaft reaction torque Tste estimated in this way and the estimated reference road reaction torque Troad.
  • the hysteresis width and the slope of the target steering reaction torque can be respectively adjusted by using the steering shaft reaction torque and the reference road reaction torque.
  • step S3 and step S4 of Fig. 2 will be described.
  • the reaction torque gain K1 and the weighting factor W varying by the steering wheel angle, the wheel steering angle, the reference road reaction torque Troad and the like are used, weighting of the steering shaft reaction torque Tste and the reference road reaction torque Troad is performed by using an expression 3, and the target steering reaction torque Tref1 is calculated.
  • Tref ⁇ 1 K ⁇ 1 ⁇ W ⁇ Tste + 1 - W ⁇ Troad W ⁇ 0
  • ⁇ denotes a steering shaft angle
  • d ⁇ /dt denotes a steering shaft angular velocity
  • sign(d ⁇ /dt) denotes a sign of the steering shaft angular velocity
  • Kalign denotes a slope of the reference road reaction torque Troad with respect to the steering shaft angle ⁇ or the steering shaft reaction torque Tste.
  • sign(d ⁇ /dt) ⁇ Tfric corresponds to a hysteresis width of the steering shaft reaction torque.
  • the slope of the target steering reaction torque Tref1 is adjusted with K1, and the hysteresis width of the target steering reaction torque Tref1 can be adjusted with W ⁇ Kl.
  • the weighting factor W when the weighting factor W is made small in an area where the reference road reaction torque Troad is small, the hysteresis width can be made small, and an on-center feeling becomes strong. Besides, a quick steering feeling with little influence of friction can be obtained.
  • reaction torque gain K1 is made large in an area where the reference road reaction torque Troad is small, and the reaction torque gain K1 is made small in an area where the reference road reaction torque Troad is large, so that the on-center feeling is intensified, and the steering reaction torque is made small in an area where the steering angle is large, and a power assist effect is obtained.
  • Fig. 6 shows an example of the steering shaft reaction torque and the target steering reaction torque obtained by using the expression 3.
  • Fig. 4 and Fig. 5 show examples of the weighting factor W and the reaction torque gain K1.
  • the horizontal axis takes the absolute value of the reference road reaction torque, since the steering in both directions is taken into consideration.
  • step S5 and step S6 of Fig. 2 will be described.
  • a target steering reaction torque Tref2 at the wheel keeping time which passes through the center of the hysteresis width of Tref1, is calculated by using an expression 4.
  • Tref ⁇ 2 K ⁇ 1 ⁇ Troad
  • a new target steering reaction torque is calculated by using an expression 5.
  • Tref ⁇ 3 P ⁇ Tref ⁇ 1 + 1 - P ⁇ Tref ⁇ 2 0 ⁇ P ⁇ 1 P denotes a weight approaching 0 when the steering angular velocity is small.
  • Fig. 7 shows an example of a map of the weighting factor P.
  • P may be obtained from a value obtained by performing the low pass filter processing on the absolute value of the steering angular speed.
  • the angular velocity of the steering wheel becomes 0 instantaneously, however, it does not become 0 when the low pass filter processing is performed on the absolute value. That is, the turning direction change operation is not judged to be the wheel keeping.
  • Fig. 8 shows the difference of the steering angular velocity according to the filter processing.
  • the target steering reaction torque is generated from the steering shaft reaction torque Tste and the reference road reaction torque Troad, so that the vehicle behavior at the time of running can be transmitted to the driver, and the natural feeling can be obtained.
  • the suitable target steering reaction torque to improve the steering feeling can be easily set.
  • the number of matching steps can be decreased.
  • the stable steering reaction torque can be set according to the change (change of the road surface friction ⁇ and the like) in the running state.
  • the suitable target steering reaction torque to improve the steering feeling can be easily set.
  • the steering reaction torque with the excellent steering feeling can be obtained according to the vehicle speed change.
  • steps S5 and S6 when the steering wheel speed is small, the target steering reaction torque with a small hysteresis width is generated, so that the hunting oscillation occurring in the hysteresis width at the wheel keeping time is suppressed, and the steering feeling can be improved.
  • Fig. 9 is a view showing an outline of a structure of a steering control apparatus according to embodiment 2 of this invention.
  • a steering mechanism 16 and a wheel turning mechanism 17 for turning a wheel 15 are mechanically coupled to each other through a planetary gear mechanism 18 and a planetary gear mechanism 19.
  • a steering wheel shaft 2 is coupled to a carrier 21 of the planetary gear mechanism 18.
  • a reaction torque motor 5 is connected to a ring gear 22 of the planetary gear mechanism 18 through a gear, and controls the rotation of the ring gear.
  • a steering shaft 10 is coupled to a carrier 25 of the planetary gear mechanism 19.
  • a sun gear 20 of the planetary gear mechanism 18 and a sun gear 24 of the planetary gear mechanism 19 are coupled to each other through a shaft 28, and a steering angle motor 8 is connected to the shaft 28 through a gear.
  • a ring gear 26 of the planetary gear mechanism 19 is fixed so that it can not be rotated.
  • a planetary gear 23 of the planetary gear mechanism 18, and a planetary gear 27 of the planetary gear mechanism 19 are also shown in the drawing.
  • the steering angle motor 8 controls a wheel steering angle (angle of the steering shaft 10) .
  • the planetary gear mechanism 18 functions as a differential mechanism, generates an angle difference between the steering angle of the steering wheel and the steering angle of the wheel, and controls the steering reaction torque applied to the steering wheel 1 by the reaction torque motor 5.
  • An angle of the sun gear 20 of the planetary gear mechanism 18 is made ⁇ 1s, an angle of the carrier 21 is made ⁇ 1c, and an angle of the ring gear 22 is made ⁇ 1r.
  • a gear ratio of the sun gear 20 to the carrier 21 at the time when the rotation of the ring gear 22 is fixed is made G1s.
  • ⁇ ⁇ 1 ⁇ s G ⁇ 1 ⁇ s ⁇ ⁇ ⁇ 1 ⁇ c
  • a gear ratio of the ring gear 22 to the carrier 21 at the time when the rotation of the sun gear 20 is fixed is made G1r.
  • ⁇ ⁇ 1 ⁇ r G ⁇ 1 ⁇ r ⁇ ⁇ ⁇ 1 ⁇ c
  • Tste G ⁇ 2 ⁇ s ⁇ Tsens / G ⁇ 1 ⁇ s + Gma ⁇ G ⁇ 2 ⁇ s ⁇ Kma ⁇ Ima - Gma 2 ⁇ G ⁇ 2 ⁇ s 2 ⁇ Jma ⁇ d 2 ⁇ ⁇ ⁇ 2 ⁇ c / d ⁇ t 2
  • the steering shaft angular acceleration d 2 ⁇ 2c/dt 2 is obtained by doubly differentiating the output value of the wheel steering angle detection means 11.
  • the steering shaft reaction torque Tste can be estimated by a following expression.
  • Tste G ⁇ 2 ⁇ s ⁇ Tsens / G ⁇ 1 ⁇ s + Gma ⁇ G ⁇ 2 ⁇ s ⁇ Kma ⁇ Ima
  • the noise is removed by a low-pass filter having such a cut-off frequency that the delay does not become a problem.
  • the steering shaft reaction torque can be estimated from the detected steering reaction torque Tsens, the steering angle motor current Ima, and the steering shaft angular acceleration d 2 ⁇ 2c/dt 2 , the state amount necessary for the estimation can be made small, and the stable estimation is possible.
  • a sensor is not required to be added from the structure of Fig. 9 , and the cost can be reduced.
  • the steering shaft reaction torque can be estimated from the output result Tsens of the steering reaction torque detection means 4 for detecting the steering reaction torque, the steering angle motor current Ima, and the steering shaft angular acceleration d 2 ⁇ 2c/dt 2 .
  • the planetary gear mechanism 19 merely functions as a speed reduction mechanism, another speed reduction mechanism may be used instead of the planetary gear mechanism.
  • the steering shaft reaction torque can be estimated, the state amount necessary for the estimation can be decreased, and the stable estimation is possible.
  • a sensor is also not required to be added from the structure of Fig. 9 , and the cost can be reduced.
  • the estimated steering shaft reaction torque Tste is used, and the flowchart of Fig. 2 of embodiment 1 is performed, so that the target steering reaction torque is generated.
  • the target steering reaction torque generation means effects similar to embodiment 1 can be obtained.
  • This invention can also be applied to a conventional electric power steering control apparatus, or a steering control apparatus including a transmission ratio variable mechanism for causing a transmission ratio of a wheel turning angle to a steering angle of a steering wheel to be variable and an electric power steering apparatus.
  • a transmission ratio variable mechanism for causing a transmission ratio of a wheel turning angle to a steering angle of a steering wheel to be variable and an electric power steering apparatus.
  • Fig. 10 is a structural view showing an outline of a structure of a steering apparatus according to embodiment 3 of this invention.
  • the electric power steering control apparatus calculates a motor current target value of an assist motor 29 by a control device 7 on the basis of the output of steering reaction torque detection means 4 for detecting a steering reaction torque in the case where the driver steers.
  • a drive circuit 30 controls a drive current so that the target current set by the control device 7 is applied to the assist motor current.
  • an assist torque is set on the basis of the output of the steering reaction torque detection means 4, and the motor current target value is calculated so that the set assist torque is generated.
  • the target steering reaction torque Tref is set, and the assist motor current target value is calculated so that the steering reaction torque Tsens is coincident with the target steering reaction torque Tref, and the target steering reaction torque Tref is set by using the estimated steering shaft reaction torque Tste and the estimated reference road reaction torque.
  • Fig. 11 is a flowchart of embodiment 3.
  • Steering shaft reaction torque estimation means of step S101 will be described.
  • an assist motor current is Ima
  • an assist motor torque constant is Kma
  • an inertia of the assist motor is Jma
  • an assist motor gear ratio (gear ratio from the assist motor 29 to the steering shaft 10) is Gma
  • a steering shaft angular acceleration is d 2 ⁇ /dt 2
  • an output of the steering reaction torque detection means 4 is Tsens
  • the steering shaft reaction torque Tste can be estimated from a following expression.
  • Tste Tsens + Gma ⁇ Kma ⁇ Ima - Gma 2 ⁇ Jma ⁇ d 2 ⁇ ⁇ / d ⁇ t 2
  • the estimated steering shaft reaction torque Tste is used, and the flowchart of Fig. 2 is performed, so that the target steering reaction torque is generated.
  • the target steering reaction torque generation means effects similar to embodiment 1 can be obtained.
  • the assist motor current target value Iref is calculated so that the steering reaction torque Tsens to the steering of the driver is controlled to become the target steering reaction torque Tref1.
  • an expression 16 is computed and the current target value Iref is calculated.
  • (s) denotes a Laplace operator, and for example, PID control is adopted as Gc(s).
  • Iref Gc s ⁇ Tref ⁇ 1 - Tsens
  • step S106 drive current control of the drive circuit is performed so that the target current Iref set at step S105 is applied to the assist motor current.
  • the hysteresis width and the slope of the steering reaction torque can be respectively adjusted, and the steering feeling is improved.
  • a steering control apparatus including a transmission ratio variable mechanism for causing a transmission ratio of a wheel turning angle to a steering angle of a steering wheel to be variable, and an electric power steering apparatus will be described below.
  • Fig. 12 shows a steering control apparatus including a transmission ratio variable mechanism and an electric power steering apparatus.
  • Fig. 12 shows the same mechanism as Fig. 9
  • the reaction torque motor 5 of Fig. 9 operates as an angle superposed motor 31 of the transmission ratio variable mechanism
  • the steering angle motor 8 of Fig. 9 operates as an assist motor 32 of the electric power steering apparatus.
  • An angle of a sun gear 20 of a planetary gear mechanism 18 is made ⁇ 1s, an angle of a carrier 21 is made ⁇ 1c, and an angle of a ring gear 22 is made ⁇ 1r. Besides, an angle of a steering shaft 10 is made ⁇ 2c.
  • a relational expression of an expression 16 is established among the angle ⁇ 1c of the carrier 21, the angle ⁇ 1r of the ring gear 22, and the angle ⁇ 2c of the steering shaft 10.
  • ⁇ ⁇ 2 ⁇ c ⁇ ⁇ 1 ⁇ c - ⁇ ⁇ 1 ⁇ r / G ⁇ 1 ⁇ r That is, the angle ⁇ 1r of the ring gear is controlled by the angle superposed motor 31 according to the steering of the steering wheel, so that the transmission ratio of the wheel turning angle to the steering angle of the steering wheel can be made variable.
  • a reaction torque gain K1 and a weighting factor W may be changed according to the angle of the steering wheel, the wheel steering angle, the transmission ratio of the wheel steering angle to the angle of the steering wheel, and the other vehicle state amount.
  • reaction torque gain K1 and the weighting factor W are set in view of the transmission ratio, so that the change of the steering reaction torque of the driver at the time when the transmission ratio is changed can be suppressed.
  • the hysteresis width and the slope of the steering reaction torque can be respectively adjusted, and the steering feeling is improved. Further, the steering reaction torque is set in view of the transmission ratio, so that the change of the steering reaction torque of the driver at the time when the transmission ratio is changed can be suppressed.
  • the present invention is appropriately applied to the steering control apparatus of an automobile or the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)

Claims (5)

  1. Lenkungssteuerungsvorrichtung, die aufweist: Ziel-Lenkreaktionsmoment-Erzeugungseinrichtungen zum Erzeugen eines Ziel-Lenkreaktionsmoments als einen Zielwert eines auf ein Lenkrad aufzubringenden Lenkreaktionsmoments, und die eine solche Steuerung ausführt, dass das Lenkreaktionsmoment mit dem Ziel-Lenkreaktionsmoment koinzident ist, wobei die Lenkungssteuerungsvorrichtung
    dadurch gekennzeichnet ist, dass:
    die Ziel-Lenkreaktionsmoment-Erzeugungseinrichtungen (S1-S4) aufweisen: eine Lenkwellenreaktionsmoment-Schätzeinrichtung (S1) zum Schätzen eines Lenkwellereaktionsmoments (Tste) und eine Referenz-Reaktionsmomentschätzeinrichtung (S2) zum Schätzen eines Referenz-Reaktionsmoments (Troad), und die das von der Lenkwellenreaktionsmoment-Schätzeinrichtung (S1) geschätzte Lenkwellenreaktionsmoment (Tste) und das von der Referenz-Reaktionsmomentschätzeinrichtung (S2) geschätzte Referenz-Reaktionsmoment (Troad) nutzt, um das Ziel-Lenkreaktionsmoment (Tref1) vorzugeben, und
    wobei das Lenkwellenreaktionsmoment (Tste) und das Referenz-Reaktionsmoment (Troad) gewichtet werden und genutzt werden, um das Ziel-Lenkreaktionsmoment (Tref1) vorzugeben.
  2. Lenkungssteuerungsvorrichtung nach Anspruch 1, wobei ein Koeffizient (W), der zum Gewichten des Lenkwellenreaktionsmoments (Tste) und des Referenz-Reaktionsmoments (Troad) dient, nach Maßgabe einer Fahrzeuggeschwindigkeit geändert wird.
  3. Lenkungssteuerungsvorrichtung nach Anspruch 1 oder 2, wobei das Ziel-Lenkreaktionsmoment (Tref1), das von den Ziel-Lenkreaktionsmoment-Erzeugungseinrichtungen (S1-S4) vorgegeben wird, und das Ziel-Lenkreaktionsmoment (Tref2), das von dem Referenz-Reaktionsmoment (Troad) während einer Lenkradhaltedauer vorgegeben wird, genutzt werden, um die Gewichtung nach Maßgabe einer Lenkwinkelgeschwindigkeit auszuführen, und ein neues Ziel-Lenkreaktionsmoment (Tref3) vorgegeben wird.
  4. Lenkungssteuerungsvorrichtung nach einem der Ansprüche 1, 2 und 3, wobei eine mit einem Lenkrad (1) gekoppelte Lenkwelle (2) und eine Raddreheinrichtung (17) zum Drehen eines Rads (15) miteinander durch eine Differenzialsgetriebeeinrichtung (18) gekoppelt sind und wobei die Lenkungssteuerungsvorrichtung
    dadurch gekennzeichnet ist, dass:
    die Lenkwellenreaktionsmoment-Schätzeinrichtung (S1) einen Motorstrom (Ima) eines Lenkwinkelmotors (8) zur Steuerung eines Radlenkwinkels, eines Lenkreaktionsmoments (Tsens) und einer Lenkwellenwinkelbeschleunigung (d2θ2c/dt2) nutzt, um das Lenkwellenreaktionsmoment (Tste) zu schätzen.
  5. Lenkungssteuerungsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das von der Referenz-Reaktionsmoment-Schätzeinrichtung (S2) geschätzte Referenz-Reaktionsmoment (Troad) eine Zustandsgröße ist, die keine Hysteresecharakteristik für einen Lenkwinkel des Lenkrads (1) oder einen Raddrehdrehwinkel des Rads (15) hat, wogegen das von der Lenkwellenreaktionsmoment-Schätzeinrichtung (S1) geschätzte Lenkwellenreaktionsmoment (Tste) eine Zustandsgröße ist, die eine Hysteresecharakteristik für einen Lenkwinkel des Lenkrads (1) oder einen Raddrehwinkel des Rads (15) hat.
EP04728672A 2003-05-16 2004-04-21 Lenkungssteuerungsgerät Expired - Lifetime EP1625993B1 (de)

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KR100605792B1 (ko) 2006-08-01
JP4286834B2 (ja) 2009-07-01
EP1625993A1 (de) 2006-02-15
KR20050084051A (ko) 2005-08-26
WO2004101346A1 (ja) 2004-11-25
CN1705581A (zh) 2005-12-07
JPWO2004101346A1 (ja) 2006-07-13
US7275617B2 (en) 2007-10-02
CN100357146C (zh) 2007-12-26
DE602004021589D1 (de) 2009-07-30
EP1625993A4 (de) 2006-07-26

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